Variable trim deflector system and method for controlling a marine vessel

ABSTRACT

A method and a system for controlling a marine vessel having first and second trim deflectors is disclosed. The first and second trim deflectors have a first surface having a first area and a second surface having a second area, wherein the second planar surface is coupled to the first surface. The method and system control the first and second trim deflectors to induce any of a net yawing force, a net rolling force, and a net trimming force to the marine vessel without inducing any other substantial forces to the marine vessel by controlling the first and second trim deflectors.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. application Ser. No.16/158,170 titled “VARIABLE TRIM DEFLECTOR SYSTEM AND METHOD FORCONTROLLING A MARINE VESSEL,” filed Oct. 11, 2018, which is acontinuation of U.S. application Ser. No. 15/285,278, titled “VARIABLETRIM DEFLECTOR SYSTEM AND METHOD FOR CONTROLLING A MARINE VESSEL,” filedOct. 4, 2016, which is a continuation of U.S. application Ser. No.14/092,063 (now U.S. Pat. No. 9,481,441), titled “VARIABLE TRIMDEFLECTOR SYSTEM AND METHOD FOR CONTROLLING A MARINE VESSEL,” filed Nov.27, 2013, which is a continuation of U.S. application Ser. No.13/031,171 (now U.S. Pat. No. 8,631,753), titled “VARIABLE TRIMDEFLECTOR SYSTEM AND METHOD FOR CONTROLLING A MARINE VESSEL,” filed Feb.18, 2011, which claims the benefit under 35 U.S.C. § 119(e) of U.S.Provisional Application No. 61/305,778 filed on Feb. 18, 2010, titled“ASYMMETRIC 1DOF AND VARIABLE GEOMETRY 2DOF TRIM-TABS,” each of which ishereby incorporated by reference in its entirety.

FIELD OF THE INVENTION

The present invention relates to marine vessel propulsion and controlsystems. More particularly, aspects of the invention relate to controldevices and methods for controlling the movement of a marine vesselhaving waterjet propulsion apparatus and trim deflectors.

DESCRIPTION OF THE RELATED ART

Marine vessels have a wide variety uses for transportation of people andcargo across bodies of water. These uses include fishing, military andrecreational activities. Marine vessels may move on the water surface assurface ships do, as well as move beneath the water surface, assubmarines do. Some marine vessels use propulsion and control systems.

Various forms of propulsion have been used to propel marine vessels overor through the water. One type of propulsion system comprises a primemover, such as an engine or a turbine, which converts energy into arotation that is transferred to one or more propellers having blades incontact with the surrounding water. The rotational energy in a propelleris transferred by contoured surfaces of the propeller blades into aforce or “thrust” which propels the marine vessel. As the propellerblades push water in one direction, thrust and vessel motion aregenerated in the opposite direction. Many shapes and geometries forpropeller-type propulsion systems are known.

Other marine vessel propulsion systems utilize water jet propulsion toachieve similar results. Such devices include a pump, a water intake orsuction port and an exit or discharge port, which generate a water jetstream that propels the marine vessel. The water jet stream may bedeflected using a “deflector” to provide marine vessel control byredirecting some water jet stream thrust in a suitable direction and ina suitable amount.

It is sometimes more convenient and efficient to construct a marinevessel propulsion system such that the net thrust generated by thepropulsion system is always in the forward direction. The “forward”direction or “ahead” direction is along a vector pointing from thestern, or aft end of the vessel, to its bow, or front end of the vessel.By contrast, the “reverse”, “astern” or “backing” directing is along avector pointing in the opposite direction (or 180° away) from theforward direction. The axis defined by a straight line connecting avessel's bow to its stern is referred to herein as the “major axis” ofthe vessel. A vessel has only one major axis. Any axis perpendicular tothe major axis is referred to herein as a “minor axis.” A vessel has aplurality of minor axes, lying in a plane perpendicular to the majoraxis. Some marine vessels have propulsion systems which primarilyprovide thrust only along the vessel's major axis, in the forward orbackward directions. Other thrust directions, along the minor axes, aregenerated with awkward or inefficient auxiliary control surfaces,rudders, planes, deflectors, etc. Rather than reversing the direction ofa ship's propeller or water jet streams, it may be advantageous to havethe propulsion system remain engaged in the forward direction whileproviding other mechanisms for redirecting the water flow to provide thedesired maneuvers.

A requirement for safe and useful operation of marine vessels is theability to steer the vessel from side to side. Some systems, commonlyused with propeller-driven vessels, employ “rudders” for this purpose. Arudder is generally a planar water deflector or control surface, placedvertically into the water, and parallel to a direction of motion, suchthat left-to-right deflection of the rudder, and a correspondingdeflection of a flow of water over the rudder, provides steering for themarine vessel.

Other systems for steering marine vessels, commonly used in water jetstream propelled vessels, rotate the exit or discharge nozzle of thewater jet stream from one side to another. Such a nozzle is sometimesreferred to as a “steering nozzle.” Hydraulic actuators may be used torotate an articulated steering nozzle so that the aft end of the marinevessel experiences a sideways thrust in addition to any forward orbacking force of the water jet stream. The reaction of the marine vesselto the side-to-side movement of the steering nozzle will be inaccordance with the laws of motion and conservation of momentumprinciples, and will depend on the dynamics of the marine vessel design.

A primary reason why waterjet powered craft are extremely efficient athigh speeds is the lack of appendages located bellow the waterline.Typical appendages that can be found on non-waterjet driven craft (i.e.,propeller driven) are rudders, propeller shafts, and propeller struts.These appendages can develop significant resistance, particularly athigh speeds.

The lack of appendages on waterjet driven craft also provides asignificant advantage in shallow water, as these craft typically havemuch shallower draught and are less susceptible to damage when runaground, as compared to craft with propellers bellow the hull.

Notwithstanding the negative effects on craft resistance, someappendages are of considerable value with respect to other craft dynamiccharacteristics. Although a significant source of drag at high speeds, arudder is a primary contributor to craft stability when moving forwardthrough the water, particularly when traveling at slow to medium speeds.

In simple terms, a rudder is a foil with a variable angle of attack.Actively varying the angle of attack (e.g., a turning maneuver) willincrease the hydrodynamic force on one side of the rudder and decreasethe hydrodynamic force on the opposite side, thereby developing a netforce with a transverse component to yaw the craft in the desireddirection.

Referring to FIG. 1 many craft are equipped with lifting devices knownas trim-tabs (also known as tabs or transom-flaps) 200 or interceptors206 (see FIG. 2). A trim tab 200 can be thought of as a variable-anglewedge that mounts to the transom 203 of a vessel and when engaged with awater stream creates upward force 204 on both the trim tab 200 and thehull bottom 205. Varying the Actuator 201 position will create varyingamounts of hydrodynamic force 204 on the vessel. For example, extendingthe actuator 201 so as to actuate the trim tab further into the waterstream will increase the angle of attack of the wedge, therebyincreasing the hydrodynamic force 204 on the vessel. In contrast,referring to FIG. 2, an interceptor 206, mounted to transom 203 of avessel and actuated by actuator 207, intercepts the flow of water underthe transom of the vessel with a small blade 206 and creates an upwardhydrodynamic force on the hull bottom 205. These devices that are foundin both propeller and waterjet driven craft can be actuated to develop ahydrodynamic lifting force at the transom (stern) to trim the bow down,assisting the craft in getting up on plane and adjust the heel angle ofthe craft. Both trim-tabs and interceptors typically develop forces inthe opposite direction of the actuation and along the same plane as thecontrol surface motion.

It should be understood that while particular control surfaces areprimarily designed to provide force or motion in a particular direction,these surfaces often also provide forces in other directions that maynot be desired. For example, a steering nozzle, which is primarilyintended to develop a yawing moment on the craft, in many cases willdevelop a rolling or heeling effect. This is due to the relativeorientation of the nozzle turning axis. Referring, for illustrationpurposes, to FIGS. 3A, 3B, it is to be appreciated that in many waterjetpropelled craft, the rotational axis of the steering nozzle 312, 314 isorthogonal to the bottom surface 16, 18 of the craft such that therotational (transverse) thrust component generated by the steeringnozzle is applied in a direction parallel to the bottom surface of thecraft. Because of, for example the V-shaped or deep V-shaped hull, arotational thrust component is generated at an angle (with respect to ahorizontal surface) close or equal to the dead rise angle of the hull atthe transom, which thereby causes a rolling or heeling moment inaddition to a yawing (rotational) moment. The net rolling/heeling forceimposed on a dual waterjet propelled craft can be equal to twice theforce developed by a single waterjet. This is because the nozzles aretypically controlled in unison when a waterjet driven craft is in aforward cruising or transiting mode.

Similarly, trim-tabs and interceptors 320, 322 are generally mounted atthe transom 324, close to the free surface of the water such that atrimming force is developed orthogonal or perpendicular to the bottomsurface 316, 318 of the hull at the transom. While the purpose of thetrim tabs and interceptors is to develop up/down trimming forces at thetransom, an inward component is also developed because a force isdeveloped at an angle (with respect to a horizontal surface) close orequal to the dead rise angle of the hull at the transom plus 90 degrees.When both trim-tabs or interceptors are actuated together, the sidecomponents cancel out and the net force is close to or exactly vertical.When one tab or interceptor is actuated more than the other, for examplewhen a rolling or healing force is desired, a side or yawing componentis developed, causing a turning effect as well. The relative magnitudeof the yawing component increases with increased dead rise angle. FIG.4A illustrates how actuating the interceptor or trim-tab differentiallyin order to create a rolling force may also induce an unwanted yawforce. FIG. 4B illustrates how actuating the steering nozzles in orderto create a yawing force may also induce an unwanted roll moment. Theseunwanted yawing and rolling forces in planning craft can make itdifficult to control the craft at high speeds, particularly whenautomatic controls systems are employed such as Autopilots forautomatically controlling the vessel heading and Ride Control Systemsfor minimizing pitch and roll disturbances.

BRIEF SUMMARY

Accordingly, there is a need for improved control systems and methods tocontrol the motion of planing vessels.

According to one embodiment, a variable trim deflector system for amarine vessel is disclosed. The variable trim deflector system includesa first substantially planar surface having a first area wherein thefirst area forms at least a portion of an effective trim deflector area,and a second substantially planar surface having a second area whereinthe second area forms an additional portion of the effective trimdeflector area. The system also includes first and second pivot jointswhere one of the first and second pivot joints is configured to be fixedto the marine vessel. The first substantially planar surface can bepivoted about a combination of first and second pivot joints and thesecond planar surface can be pivoted about a combination of first andsecond pivot joints so that a magnitude of vertical and transverse forcecomponents created by the trim deflector can be varied.

According to various embodiments, the first and second substantiallyplanar surfaces are not coplanar.

According to various embodiments, the system further comprises first andsecond actuators. According to aspects of this embodiment, the first andsecond actuators are controlled independently.

According to various embodiments, the first and second substantiallyplanar surfaces are fixed relative to each other.

According to various embodiments, the relative angle of first and secondsubstantially planar surfaces can vary.

According to various embodiments, the trim deflector further comprises aseries of plates that can be positioned at different angles relative toeach other. According to this embodiment, the series of plates that areconnected to each other by hinged joints. According to this embodiment,at least one hinge axis direction is at a diagonal relative to thetransverse axis of the craft. According to this embodiment, the systemincludes two hinged axes configured to deflect varying amounts of waterin opposite transverse directions. According to this embodiment, thehinged joints are positioned along the same plane and intersect eachother. According to this embodiment, at least one pivoting plate canrotate about either of the two intersecting hinged joints from thesecond pivoting axis. According to this embodiment, at least two hingedaxes are coplanar and all hinged axes can be coplanar.

According to various embodiments, the first pivoting axis is oriented atright angles.

According to various embodiments, the first and second substantiallyplanar surfaces rotate together along first and second pivot joints.

According to various embodiments, the second planar surface is coupledto the first planar surface and is configured to be articulated withrespect to the first planar surface to adjust the effective trimdeflector force.

According to various embodiments, the second planar surface is hingedlycoupled to the first planar surface.

According to various embodiments, the first planar surface is configuredto be coupled to an actuator, and the system also includes a firstactuator having a first end configured to be coupled to the first planarsurface and a second distal end configured to be coupled to a portion ofthe surface of the marine vessel. According to this embodiment, thefirst planar surface includes a mount for coupling to the first end ofthe actuator. According to this embodiment, the second distal end of theactuator is configured to be connected to a mount on the surface of themarine vessel.

According to various embodiments, the system also includes a thirdplanar surface having a third area, wherein the third area forms anadditional portion of the effective trim deflector area, and wherein thethird planar surface is coupled to the first planar surface and isconfigured to be articulated with respect to the first planar surface toadjust the effective trim deflector force. According to this embodiment,the third planar surface is hingedly coupled to the first planarsurface. According to this embodiment, the first planar surface isconfigured to be coupled to a portion of a surface of the marine vessel.

According to various embodiments, the second planar surface isconfigured to be coupled to a first actuator. According to thisembodiment, the system also includes a first actuator having a first endconfigured to be coupled to the second planar surface and a seconddistal end configured to be coupled to a portion of the surface of themarine vessel. According to this embodiment, the second planar surfaceincludes a mount for coupling to the first end of the first actuator.According to this embodiment, the second distal end of the firstactuator is configured to be connected to a mount on the surface of themarine vessel.

According to various embodiments, the system can include a third planarsurface configured to be coupled to a second actuator. According to thisembodiment, the system includes a second actuator having a first endconfigured to be coupled to the third planar surface and a second distalend configured to be coupled to a portion of the surface of the marinevessel. According to this embodiment, the third planar surface includesa mount for coupling to the first end of the second actuator. Accordingto this embodiment, the second distal end of the second actuator isconfigured to be connected to a mount on the surface of the marinevessel.

According to one embodiment, a method for controlling a marine vesselhaving first and second steering nozzles and first and second trimdeflectors to induce a net minor yawing force to the marine vessel toport or to starboard is disclosed. The method comprises generating atleast a first set of actuator control signals and a second set ofactuator control signals, wherein the first set of actuator controlsignals is coupled to and controls the first and second steeringnozzles, and the second set of actuator control signals is coupled toand controls the first and second trim deflectors, which have aplurality of surfaces having a plurality of orientations that result ina plurality of effective trim deflector surfaces. According to thisembodiment, the acts of generating the first set of actuator controlsignals and the second set of actuator control signals and couplingfirst set of actuator control signals and the second set of actuatorcontrol signals results in inducing a net minor yawing force to themarine vessel to port or to starboard by maintaining the first andsecond steering nozzles in a neutral position and actuating one of thefirst and second trim deflectors. The act of generating the second setof actuator control signals comprises generating the second set ofcontrol signals to control the plurality of surfaces of the first andsecond trim deflectors to provide the plurality of effective trimdeflector surfaces.

According to another embodiment, a method for controlling a marinevessel having first and second steering nozzles and first and secondtrim deflectors to induce a net yawing force to the marine vesselwithout inducing any substantial rolling forces to marine vessel isdisclosed. The method comprises generating at least a first set ofactuator control signals and a second set of actuator control signals,wherein the first set of actuator control signals is coupled to andcontrols the first and second steering nozzles, and the second set ofactuator control signals is coupled to and controls the first and secondtrim deflectors, which have a plurality of surfaces having a pluralityof orientations that result in a plurality of effective trim deflectorsurfaces. According to this embodiment, the acts of generating the firstset of actuator control signals and the second set of actuator controlsignals and coupling first set of actuator control signals and thesecond set of actuator control signals results in inducing a net yawingforce to the marine vessel without inducing any substantial rollingforces to marine vessel, by actuating each of the first and secondsteering nozzles and one of the first and second trim deflectors. Theact of generating the second set of actuator control signals comprisesgenerating the second set of control signals to control the plurality ofsurfaces of the first and second trim deflectors to provide theplurality of effective trim deflector surfaces.

According to another embodiment, a method for controlling a marinevessel having first and second steering nozzles and first and secondtrim deflectors to induce a net rolling force to the marine vesselwithout inducing any substantial yawing forces to the marine vessel isdisclosed. The method comprises generating at least a first set ofactuator control signals and a second set of actuator control signals,wherein the first set of actuator control signals is coupled to andcontrols the first and second steering nozzles, and the second set ofactuator control signals is coupled to and controls the first and secondtrim deflectors, which have a plurality of surfaces having a pluralityof orientations that result in a plurality of effective trim deflectorsurfaces. According the this embodiment, the acts of generating thefirst set of actuator control signals and the second set of actuatorcontrol signals and coupling first set of actuator control signals andthe second set of actuator control signals results in inducing a netrolling force to the marine vessel without inducing any substantialyawing forces to the marine vessel by actuating one of the first andsecond steering nozzles and one of the first and second trim deflectors.The act of generating the second set of actuator control signalscomprises generating the second set of control signals to control theplurality of surfaces of the first and second trim deflectors to providethe plurality of effective trim deflector surfaces.

According to another embodiment, a method for controlling a marinevessel having first and second steering nozzles and first and secondtrim deflectors to induce a net trimming force to the marine vesselwithout inducing any substantial rolling or yawing forces to the marinevessel is disclosed. The method comprises generating at least a firstset of actuator control signals and a second set of actuator controlsignals, wherein the first set of actuator control signals is coupled toand controls the first and second steering nozzles, and the second setof actuator control signals is coupled to and controls the first andsecond trim deflectors, which have a plurality of surfaces having aplurality of orientations that result in a plurality of effective trimdeflector surfaces. According the this embodiment, the acts ofgenerating the first set of actuator control signals and the second setof actuator control signals and coupling first set of actuator controlsignals and the second set of actuator control signals results ininducing a net trimming force to the marine vessel without inducing anysubstantial rolling or yawing forces to the marine vessel by actuatingeach of the first and second steering nozzles and by controlling thefirst and second trim deflectors. The act of generating the second setof actuator control signals comprises generating the second set ofcontrol signals to control the plurality of surfaces of the first andsecond trim deflectors to provide the plurality of effective trimdeflector surfaces.

According to another embodiment, a method for controlling a marinevessel having first and second steering nozzles and first and secondtrim deflectors to induce a net stabilizing force to the marine vesselwithout inducing any substantial trimming forces to the marine vessel isdisclosed. The method comprises generating at least a first set ofactuator control signals and a second set of actuator control signals,wherein the first set of actuator control signals is coupled to andcontrols the first and second steering nozzles, and the second set ofactuator control signals is coupled to and controls the first and secondtrim deflectors, which have a plurality of surfaces having a pluralityof orientations that result in a plurality of effective trim deflectorsurfaces. According to this embodiment, the acts of generating the firstset of actuator control signals and the second set of actuator controlsignals and coupling first set of actuator control signals and thesecond set of actuator control signals results in inducing a netstabilizing force to the marine vessel without inducing any substantialtrimming forces to the marine vessel by actuating each of the first andsecond steering nozzles and by actuating each of the first and secondtrim deflectors. The act of generating the second set of actuatorcontrol signals comprises generating the second set of control signalsto control the plurality of surfaces of the first and second trimdeflectors to provide the plurality of effective trim deflectorsurfaces.

According to another embodiment, a method for controlling a marinevessel having first and second steering nozzles and first and secondtrim deflectors to induce any of a net yawing force, a net rollingforce, and a net trimming force to the marine vessel without inducingany other substantial forces to the marine vessel is disclosed. Themethod comprises generating at least a first set of actuator controlsignals and a second set of actuator control signals. The first set ofactuator control signals is coupled to and controls the first and secondsteering nozzles, and the second set of actuator control signals iscoupled to and controls the first and second trim deflectors, which havea plurality of surfaces having a plurality of orientations that resultin a plurality of effective trim deflector surfaces. The acts ofgenerating the first set of actuator control signals and the second setof actuator control signals and coupling first set of actuator controlsignals and the second set of actuator control signals results ininducing any of a net yawing force, a net rolling force, and a nettrimming force to the marine vessel without inducing any othersubstantial forces to the marine vessel by controlling the first andsecond steering nozzles and by controlling each of the first and secondtrim deflectors. The act of generating the second set of actuatorcontrol signals comprises generating the second set of control signalsto control the plurality of surfaces of the first and second trimdeflectors to provide the plurality of effective trim deflectorsurfaces.

According to another embodiment, a method for controlling a marinevessel having first and second steering nozzles and first and secondtransom mounted trim deflectors to induce a net yawing force to themarine vessel without inducing any substantial rolling force to themarine vessel or to induce a net rolling force to the marine vesselwithout inducing any substantial yawing forces to the marine vessel isdisclosed. The method comprises providing the first and second transommounted trim deflectors, wherein the first and second trim deflectorseach comprise a first planar surface having a first area that forms atleast a portion of an effective trim deflector area, and a second planarsurface having a second area that forms an additional portion of theeffective trim deflector area, and wherein the second planar surface iscoupled to the first planar surface and is configured to move withrespect to the first planar surface to adjust the effective trimdeflector area. The method also comprises generating at least a firstset of actuator control signals and a second set of actuator controlsignals, coupling the first set of actuator control signals to andcontrolling the first and second steering nozzles and coupling thesecond set of actuator control signals to and controlling the first andsecond trim deflectors. The method further comprises controlling thefirst and second steering nozzles and the first and second trimdeflectors in combination to induce a net yawing force to the marinevessel without inducing any substantial rolling force to the marinevessel, or to induce a net rolling force to the marine vessel withoutinducing any substantial yawing forces to the marine vessel.

According to one aspect, any of the methods may further compriseautomatically detecting parameters of the marine vessel and of any ofthe first and second steering nozzles and the first and second trimdeflectors during a maneuver of the marine vessel. According to anotheraspect, the method may further comprise modifying the act of inducingany of the net yawing force, the net rolling force, and the net trimmingforce to the marine vessel to account for the detected parameters.

According to one aspect, any of the methods may further compriseinducing a net minor yawing force to the marine vessel to port or tostarboard by maintaining the first and second steering nozzles in aneutral position and actuating one of the first and second trimdeflectors.

According to one aspect, any of the methods may further compriseinducing a net yawing force to the marine vessel without inducing anysubstantial rolling forces to marine vessel, by actuating the first andsecond steering nozzles and one of the first and second trim deflectors.

According to one aspect, any of the methods may further compriseinducing a net rolling force to the marine vessel without inducing anysubstantial yawing forces to the marine vessel by actuating the firstand second steering nozzles and one of the first and second trimdeflectors.

According to one aspect, any of the methods may further comprisearranging the turning axes of the steering nozzles inclined with respectto vertical in a transverse vertical plane, and inducing a net trimmingforce in both an up direction and a down direction to the marine vesselwithout inducing any substantial rolling or yawing forces to the marinevessel by actuating each of the first and second steering nozzles and bycontrolling the first and second trim deflectors.

According to one aspect, any of the methods may further comprisearranging the turning axes of the steering nozzles inclined with respectto the vertical in a transverse vertical plane, and increasing thestability of the marine vessel without inducing any substantial trimmingforces to the marine vessel by actuating each of the first and secondsteering nozzles and by actuating each of the first and second trimdeflectors.

According to one aspect, any of the methods may further comprisecalculating the first and second sets of actuator control signals withat least one algorithm configured to apply the net force to the marinevessel.

According to one aspect, any of the methods may further comprisereceiving a first vessel control signal from a first vessel controlapparatus having at least two degrees of freedom, the first vesselcontrol signal corresponding to a movement of the first vessel controlapparatus along at least one degree of freedom. According to thisaspect, any of the methods may further comprise receiving a secondvessel control signal that corresponds to movement of a second vesselcontrol apparatus along a rotational degree of freedom. According tothis aspect, any of the methods may further comprise receiving thesecond vessel control signal from an autopilot controller. According tothis aspect, any of the methods may further comprise generating a thirdset of actuator control signals that control a speed of a prime mover ofa water jet propulsor corresponding to at least one of the first andsecond steering nozzles.

According to one aspect, any of the methods may further comprisegenerating the first set of actuator control signals such that a firstdegree of freedom of the first vessel control apparatus controls a netrolling force induced to the marine vessel, and generating the secondset of actuator control signals such that a second degree of freedom ofthe first vessel control apparatus controls a net trimming force inducedto the marine vessel. According to one embodiment, a system forcontrolling a marine vessel having first and second steering nozzles andfirst and second trim deflectors to induce minor yaw movements of thevessel to port or to starboard is disclosed. The system comprises aprocessor that is configured to provide a first set of actuator controlsignals and a second set of actuator control signals, wherein the firstset of actuator control signals are coupled to and control the first andsecond steering nozzles and the second set of actuator control signalsare coupled to and control the first and second trim deflectors, whichhave a plurality of surfaces having a plurality of orientations thatresult in a plurality of effective trim deflector surfaces. Theprocessor is configured to provide the first set of actuator controlsignals and the second set of actuator control signal for inducing minoryaw movements of the vessel to port or to starboard, wherein the firstand second steering nozzles are maintained in a neutral position and oneof the first and second trim deflectors is actuated. The processor isfurther configured to generate the second set of control signals tocontrol the plurality of surfaces of the first and second trimdeflectors to provide the plurality of effective trim deflectorsurfaces.

According to another embodiment, a system for controlling a marinevessel having first and second steering nozzles and first and secondtrim deflectors to induce a net yawing force to the marine vesselwithout inducing any substantial rolling forces to marine vessel isdisclosed. The system comprises a processor that is configured toprovide a first set of actuator control signals and a second set ofactuator control signals, wherein the first set of actuator controlsignals are coupled to and control the first and second steering nozzlesand the second set of actuator control signals are coupled to andcontrol the first and second trim deflectors, which have a plurality ofsurfaces having a plurality of orientations that result in a pluralityof effective trim deflector surfaces. The processor is configured toprovide the first set of actuator control signals and the second set ofactuator control signal so that a net yawing force is induced to themarine vessel without inducing any substantial rolling forces to marinevessel, by actuating each of the first and second steering nozzles andone of the first and second trim deflectors. The processor is furtherconfigured to generate the second set of control signals to control theplurality of surfaces of the first and second trim deflectors to providethe plurality of effective trim deflector surfaces.

According to another, a system for controlling a marine vessel havingfirst and second steering nozzles and first and second trim deflectorsto induce a net rolling force to the vessel without inducing anysubstantial yawing forces to the marine vessel is disclosed. The systemcomprises a processor that is configured to provide a first set ofactuator control signals and a second set of actuator control signals,wherein the first set of actuator control signals are coupled to andcontrol the first and second steering nozzles and the second set ofactuator control signals are coupled to and control the first and secondtrim deflectors, which have a plurality of surfaces having a pluralityof orientations that result in a plurality of effective trim deflectorsurfaces. The processor is configured to provide the first set ofactuator control signals and the second set of actuator control signalto induce a net rolling force to the vessel without inducing anysubstantial yawing forces to the marine vessel, by actuating one of thefirst and second steering nozzles and by actuating one of the first andsecond trim deflectors. The processor is further configured to generatethe second set of control signals to control the plurality of surfacesof the first and second trim deflectors to provide the plurality ofeffective trim deflector surfaces.

According to another embodiment, a system for controlling a marinevessel having first and second steering nozzles and first and secondtrim deflectors to induce a net trimming force to the marine vesselwithout inducing any substantial rolling or yawing forces to the marinevessel is disclosed. The system comprises a processor that is configuredto provide a first set of actuator control signals and a second set ofactuator control signals, wherein the first set of actuator controlsignals are coupled to and control the first and second steering nozzlesand the second set of actuator control signals are coupled to andcontrol the first and second trim deflectors, which have a plurality ofsurfaces having a plurality of orientations that result in a pluralityof effective trim deflector surfaces. According the this embodiment, theprocessor is configured to provide the first set of actuator controlsignals and the second set of actuator control signal to induce a nettrimming force to the marine vessel without inducing any substantialrolling or yawing forces to the marine vessel by actuating each of thefirst and second steering nozzles and by controlling the first andsecond trim deflectors. The processor is further configured to generatethe second set of control signals to control the plurality of surfacesof the first and second trim deflectors to provide the plurality ofeffective trim deflector surfaces.

According to another embodiment, a system for controlling a marinevessel having first and second steering nozzles and first and secondtrim deflectors to induce a net stabilizing force to the marine vesselwithout inducing any substantial trimming forces to the marine vessel isdisclosed. The system comprises a processor that is configured toprovide a first set of actuator control signals and a second set ofactuator control signals, wherein the first set of actuator controlsignals are coupled to and control the first and second steering nozzlesand the second set of actuator control signals are coupled to andcontrol the first and second trim deflectors, which have a plurality ofsurfaces having a plurality of orientations that result in a pluralityof effective trim deflector surfaces. The processor is configured toprovide the first set of actuator control signals and the second set ofactuator control signal to induce a net stabilizing force to the marinevessel without inducing any substantial trimming forces to the marinevessel by actuating each of the first and second steering nozzles and byactuating each of the first and second trim deflectors. The processor isfurther configured to generate the second set of control signals tocontrol the plurality of surfaces of the first and second trimdeflectors to provide the plurality of effective trim deflectorsurfaces.

According to another embodiment, a system for controlling a marinevessel having first and second steering nozzles and first and secondtrim deflectors to induce any of a net yawing force, a net rollingforce, and a net trimming force to the marine vessel without inducingany other substantial forces to the marine vessel is disclosed. Thesystem comprises a processor that is configured to provide a first setof actuator control signals and a second set of actuator controlsignals. The first set of actuator control signals are coupled to andcontrol the first and second steering nozzles and the second set ofactuator control signals are coupled to and control the first and secondtrim deflectors, which have a plurality of surfaces having a pluralityof orientations that result in a plurality of effective trim deflectorsurfaces. The processor is configured to provide the first set ofactuator control signals and the second set of actuator control signalto induce any of a net yawing force, a net rolling force, and a nettrimming force to the marine vessel without inducing any othersubstantial forces to the marine vessel by controlling the first andsecond steering nozzles and by controlling the first and second trimdeflectors. The processor is further configured to generate the secondset of control signals to control the plurality of surfaces of the firstand second trim deflectors to provide the plurality of effective trimdeflector surfaces.

According to another embodiment, a system for controlling a marinevessel having first and second steering nozzles and first and secondtrim deflectors to induce a net yawing force to the marine vesselwithout inducing any substantial rolling force to the marine vessel, orto induce a net rolling force to the marine vessel without inducing anysubstantial yawing force to the marine vessel is disclosed. The firstand second trim deflectors each comprise a first planar surface having afirst area wherein the first area forms at least a portion of aneffective trim deflector area, and a second planar surface having asecond area wherein the second area forms an additional portion of theeffective trim deflector area, and wherein the second planar surface iscoupled to the first planar surface and is configured to move withrespect to the first planar surface to adjust the effective trimdeflector area. A processor is configured to provide a first set ofactuator control signals and a second set of actuator control signals,wherein the first set of actuator control signals are to be coupled toand control the first and second steering nozzles and the second set ofactuator control signals are to be coupled to and control the first andsecond trim deflectors. The processor is also configured to control thefirst and second steering nozzles and the first and second trimdeflectors in combination to induce a net yawing force to the marinevessel without inducing any substantial rolling force to the marinevessel, or to induce a net rolling force to the marine vessel withoutinducing any substantial yawing force to the marine vessel.

According to one aspect, any embodiment of the system may furthercomprise at least one detector that automatically detects parameters ofthe marine vessel and of any of the first and second steering nozzlesand the first and second trim tabs during a maneuver of the marinevessel. According to another aspect, the system may further comprise anactive control module that modifies any of the net yawing force, the netrolling force, and the net trimming force to the marine vessel toaccount for the detected parameters.

According to one aspect, any embodiment of the system may have theprocessor further configured to provide the first set of actuatorcontrol signals and the second set of actuator control signals so thatfor minor yaw movements of the vessel to port or to starboard, the firstand second steering nozzles are maintained in a neutral position and oneof the first and second trim deflectors is actuated.

According to one aspect, any embodiment of the system may have theprocessor further configured to provide the first set of actuatorcontrol signals and the second set of actuator control signal so that anet yawing force is induced to the marine vessel without inducing anysubstantial rolling forces to marine vessel, by actuating the first andsecond steering nozzles and one of the first and second trim deflectors.

According to one aspect, any embodiment of the system may have theprocessor further configured to provide the first set of actuatorcontrol signals and the second set of actuator control signal to inducea net rolling force to the vessel without inducing any substantialyawing forces to the marine vessel, by actuating the first and secondsteering nozzles and by actuating one of the first and second trimdeflectors.

According to one aspect, any embodiment of the system may further beconfigured so that the first and second steering nozzles are arranged sothat their turning axes are inclined with respect to the vertical in atransverse vertical plane, and the processor is configured to providethe first set of actuator control signals and the second set of actuatorcontrol signal to induce a net trimming force to the marine vessel inboth an up direction and a down direction without inducing anysubstantial rolling or yawing forces to the marine vessel by actuatingeach of the first and second steering nozzles and by controlling thefirst and second trim deflectors.

According to one aspect, any embodiment of the system may have furtherbe configured so that the first and second steering nozzles are arrangedso that their turning axes are inclined with respect to the vertical ina transverse vertical plane, and the processor is configured to providethe first set of actuator control signals and the second set of actuatorcontrol signal to increase the stability of the marine vessel withoutinducing any substantial trimming forces to the marine vessel byactuating each of the first and second steering nozzles and by actuatingeach of the first and second trim deflectors.

According to one aspect, any embodiment of the system may have a firstvessel control apparatus having at least two degrees of freedom thatprovides a first vessel control signal corresponding to a movement ofthe first vessel control apparatus along at least one degree of freedom.According to this aspect, the first vessel control apparatus cancomprise a two-axis control stick. According to this aspect, theprocessor can be configured to provide the first actuator controlsignals and the second actuator control signals such that a first axisof the two-axis control stick controls a net rolling force induced tothe marine vessel and a second axis of the two-axis control stickcontrols a net trimming force induced to the marine vessel. According tothis aspect, the system can further comprise a second vessel controlapparatus having a third degree of freedom and providing a second vesselcontrol signal corresponding to movement of the second vessel controlapparatus along the third degree of freedom. According to this aspect,the second vessel control apparatus can have a rotational degree offreedom and provide a second vessel control signal corresponding tomovement of the second vessel control apparatus along the rotationaldegree of freedom.

According to one aspect, any embodiment of the system may have aninterface coupled to the processor that provides for communication withan autopilot controller.

According to one aspect, any embodiment of the processor is configuredto provide a third actuator control signal and the vessel comprises aprime mover responsive to and controlled by the third actuator controlsignal.

According to one aspect, any embodiment of the system may have thesecond planar surface hingedly coupled to the first planar surface.

According to one aspect, any embodiment of the system may have the firstplanar surface configured to be coupled to a portion of a surface of themarine vessel. According to this aspect, the first planar surface isconfigured to be coupled to an actuator, and the system furthercomprises a first actuator having a first end configured to be coupledto the first planar surface and a second distal end configured to becoupled to a portion of the surface of the marine vessel. According tothis aspect, the first planar surface includes a mount for coupling tothe first end of the actuator. According to this aspect, the seconddistal end of the actuator is configured to be connected to a mount onthe surface of the marine vessel.

According to one aspect, any embodiment of the system may have thevariable trim deflector having a third planar surface having a thirdarea, wherein the third area forms an additional portion of theeffective trim deflector area, and wherein the third planar surface iscoupled to the first planar surface and is configured to be moved withrespect to the first planar surface to adjust the effective trimdeflector area. According to this aspect, the third planar surface canbe hingedly coupled to the first planar surface. According to thisaspect, the system can further comprise a second actuator having a firstend configured to be coupled to the third planar surface and a seconddistal end configured to be coupled to a portion of the surface of themarine vessel. According to this aspect, the third planar surfaceincludes a mount for coupling to the first end of the second actuator.According to this aspect, the second distal end of the second actuatoris configured to be connected to a mount on the surface of the marinevessel.

According to one embodiment, a variable trim deflector system for amarine vessel is disclosed. The variable trim deflector system includesa first planar surface having a first area wherein the first area formsat least a portion of an effective trim deflector area. The variabletrim deflector system also includes a second planar surface having asecond area wherein the second area forms an additional portion of theeffective trim deflector area. The second planar surface is coupled tothe first planar surface and is configured to be moved with respect tothe first planar surface to adjust the effective trim deflector area.

According to one aspect, any embodiment of the variable trim deflectorsystem has the second planar surface hingedly coupled to the firstplanar surface.

According to one aspect, any embodiment of the variable trim deflectorsystem has the first planar surface configured to be coupled to aportion of a surface of the marine vessel.

According to one aspect, any embodiment of the variable trim deflectorsystem has the first planar surface configured to be coupled to anactuator, and further comprises a first actuator having a first endconfigured to be coupled to the first planar surface and a second distalend configured to be coupled to a portion of the surface of the marinevessel. According to this aspect, the first planar surface includes amount for coupling to the first end of the actuator. According to thisaspect, the second distal end of the actuator is configured to beconnected to a mount on the surface of the marine vessel.

According to one aspect, any embodiment of the variable trim deflectorsystem has a third planar surface having a third area, wherein the thirdarea forms an additional portion of the effective trim deflector area,and wherein the third planar surface is coupled to the first planarsurface and is configured to be moved with respect to the first planarsurface to adjust the effective trim deflector area. According to thisaspect, the third planar surface can be hingedly coupled to the firstplanar surface. According to this aspect, the third planar surface isconfigured to be coupled to an actuator. According to this aspect, thesystem further comprises a second actuator having a first end configuredto be coupled to the third planar surface and a second distal endconfigured to be coupled to a portion of the surface of the marinevessel. According to this aspect, the third planar surface includes amount for coupling to the first end of the second actuator. According tothis aspect, the second distal end of the second actuator is configuredto be connected to a mount on the surface of the marine vessel.

BRIEF DESCRIPTION OF DRAWINGS

The foregoing and other advantages of the application will be more fullyappreciated with reference to the following drawings in which:

FIG. 1 illustrates a conventional single degree of freedom trim-tab;

FIG. 2 illustrates a conventional single degree of freedom interceptor;

FIG. 3A illustrates a top view of a marine vessel having conventionalsteering nozzles and the trim-tabs of FIG. 1;

FIG. 3B illustrates a rear view of the marine vessel of FIG. 3A;

FIG. 4A illustrates how actuating the trim-tab of the vessel of FIGS.3A-3B differentially may induce an unwanted yaw force;

FIG. 4B illustrates how actuating the steering nozzles of the vessel ofFIGS. 3A-3B may induce an unwanted roll moment;

FIG. 5A illustrates a perspective view of a one degree of freedomasymmetric trim-deflector;

FIG. 5B illustrates rear view of the one degree of freedom asymmetrictrim-deflector of FIG. 5A in an UP position;

FIG. 5C illustrates rear view of the one degree of freedom asymmetrictrim-deflector of FIG. 5A in a DOWN position;

FIG. 6A illustrates a perspective view of a one degree of freedomasymmetric trim-deflector;

FIG. 6B illustrates a rear view of the one degree of freedom asymmetrictrim-deflector of FIG. 6A in a UP position;

FIG. 6C illustrates a rear view of the one degree of freedom asymmetrictrim-deflector of FIG. 6A in a DOWN position;

FIG. 7A illustrates a rear view of the marine vessel of FIG. 3A with thetrim-deflectors in the UP position;

FIG. 7B illustrates a rear view of the marine vessel of FIG. 3A with thetrim-deflectors in the DOWN position and resultant force vectors;

FIG. 8A illustrates a rear view of a marine vessel with thetrim-deflectors of FIGS. 5A and 6A configured to provide trimming only,in the UP position;

FIG. 8B illustrates a rear view of a marine vessel with thetrim-deflectors of FIGS. 5A and 6A configured to provide trimming only,in the DOWN position and resultant force vectors;

FIG. 9A illustrates a rear view of a marine vessel with thetrim-deflectors of FIGS. 5A and 6A configured to provide yawing forceswithout any roll, in the UP position;

FIG. 9B illustrates a rear view of a marine vessel with the trim-deflectors of FIGS. 5A and 6A configured to provide yawing forceswithout any roll, in the DOWN position and resultant force vector;

FIG. 10A illustrates a rear view of a marine vessel with two or more 1DOF trim deflectors in the UP position;

FIG. 10B illustrates a rear view of a marine vessel with two or more 1DOF trim deflectors in the down position and resultant variable forcevectors;

FIG. 11 illustrates a rear view of a marine vessel having conventionalsteering nozzles and the trim-tabs and resultant force vectors;

FIG. 12A illustrates a perspective view of a conventional 1 DOFtrim-tab;

FIG. 12B illustrates a rear view of a conventional 1 DOF trim-tab in theUP position;

FIG. 12C illustrates a rear view of a conventional 1 DOF trim-tab in theDOWN position;

FIG. 12D illustrates a perspective view of an embodiment of a 2 DOFtrim-deflector;

FIG. 12E illustrates a rear view of the embodiment of the 2 DOFtrim-deflector of FIG. 12D in the up position;

FIG. 12F illustrates a rear view of the embodiment of the 2 DOFtrim-deflector of FIG. 12D in the DOWN position;

FIG. 12G illustrates a rear view of the embodiment of the 2 DOFtrim-deflector of FIG. 12D in a TO PORT position;

FIG. 12H illustrates a rear view of the embodiment of the 2 DOFtrim-deflector of FIG. 12D in a TO STARBOARD position;

FIG. 12I illustrates a perspective view of another embodiment of a 2 DOFtrim-deflector;

FIG. 12J illustrates a rear view of the embodiment of the 2 DOFtrim-deflector of FIG. 12I in the up position;

FIG. 12K illustrates a rear view of the embodiment of the 2 DOFtrim-deflector of FIG. 12I in the DOWN position;

FIG. 12L illustrates a rear view of the embodiment of the 2 DOFtrim-deflector of FIG. 12I in a TO PORT position;

FIG. 12M illustrates a rear view of the embodiment of the 2 DOFtrim-deflector of FIG. 12I in a TO STARBOARD position;

FIG. 13A illustrates a rear view of a marine vessel with steeringnozzles and the trim-deflectors of FIG. 12D, with the port trimdeflector in the DOWN position and resultant force vector;

FIG. 13B illustrates a rear view of a marine vessel with steeringnozzles and the trim-deflectors of FIG. 12D, with the port trimdeflector positioned to create a net transverse (yaw) force on themarine vessel without inducing a roll moment;

FIG. 13C illustrates a rear view of a marine vessel with steeringnozzles and the trim-deflectors of FIG. 12D, with the port trimdeflector positioned to induce a roll moment without inducing atransverse force to the marine vessel;

FIG. 14A illustrates a rear view of a marine vessel with steeringnozzles and with the trim-deflectors of FIG. 12I, with the port trimdeflector in the DOWN position and resultant force vector;

FIG. 14B illustrates a rear view of a marine vessel with steeringnozzles and the trim-deflectors of FIG. 12I, with the port trimdeflector positioned to create a net transverse (yaw) force on themarine vessel without inducing a significant rolling moment to themarine vessel;

FIG. 14C illustrates a rear view of a marine vessel with steeringnozzles and the trim-deflectors of FIG. 12I, with the port trimdeflector positioned to induce a roll moment without inducing asignificant yawing force on the marine vessel;

FIG. 15A illustrates a rear view of a marine vessel with outdrives andthe trim-deflectors of FIG. 12D, with the port trim deflector in theDOWN position and resultant force vector;

FIG. 15B illustrates a rear view of a marine vessel with outdrives andthe trim-deflectors of FIG. 12D, with the port trim deflector positionedto create a net transverse (yaw) force on the marine vessel withoutinducing a roll moment;

FIG. 15C illustrates a rear view of a marine vessel with outdrives andthe trim-deflectors of FIG. 12D, with the port trim deflector positionedto induce a roll moment without inducing a transverse force to themarine vessel;

FIG. 16A illustrates a rear view of a marine vessel with outdrives andwith the trim-deflectors of FIG. 12I, with the port trim deflector inthe DOWN position and resultant force vector;

FIG. 16B illustrates a rear view of a marine vessel with outdrives andthe trim-deflectors of FIG. 12I, with the port trim deflector positionedto create a net transverse (yaw) force on the marine vessel withoutinducing a significant rolling moment to the marine vessel;

FIG. 16C illustrates a rear view of a marine vessel with outdrives andthe trim-deflectors of FIG. 12I, with the port trim deflector positionedto induce a roll moment without inducing a significant yawing force onthe marine vessel;

FIG. 17A illustrates an exemplary embodiment of a two-axis trim/rollcontrol device;

FIG. 17B illustrates another exemplary embodiment of a two-axistrim/roll control device;

FIG. 18A illustrates a rear view of the folding type 2-DOFtrim-deflector of FIG. 12I, in the flat retracted (level with hullbottom) position;

FIG. 18B illustrates a perspective view of the folding type 2-DOFtrim-deflector of FIG. 12I, in the flat retracted position;

FIGS. 18C illustrates a side view of the folding type 2-DOFtrim-deflector of FIG. 12I, in the flat retracted position;

FIG. 18D illustrates a rear view of the folding type 2-DOFtrim-deflector of FIG. 12I, deployed in one exemplary configuration;

FIGS. 18E-F illustrates side views of the folding type 2-DOFtrim-deflector of FIG. 12I, deployed in the exemplary configuration;

FIG. 19 illustrates a system diagram of control components forcontrolling the system shown in FIG. 3 of the related art;

FIG. 20 illustrates control components for controlling the folding 2 DOFtrim-tab device as illustrated in FIG. 12I and the system as illustratedin FIGS. 14 and 16;

FIG. 21A illustrates one embodiment of a decoupled yaw controller foruse with the folding trim deflector;

FIG. 21B illustrates one embodiment of a decoupled yaw controller foruse with the articulating trim deflector;

FIG. 22A illustrates one embodiment of a decoupled roll controller foruse with the folding trim deflector;

FIG. 22B illustrates one embodiment of a decoupled roll controller foruse with the articulating trim deflector;

FIG. 23A illustrates one embodiment of a decoupled trim controller foruse with the folding trim deflector;

FIG. 23B illustrates one embodiment of a decoupled trim controller foruse with the articulating trim deflector;

FIG. 24 illustrates one embodiment of a steady state control system thatcan be used with the devices and systems disclosed herein; and

FIGS. 25A and 25B illustrate one embodiment of a control system withactive control that can be used with the devices and systems disclosedherein.

DETAILED DESCRIPTION

There is a need for a system and method to decouple forces developed bytrimming devices and control surfaces in planing craft such that yawing,trimming and rolling forces can be applied individually and incombination without developing any unwanted motions or forces. Thesystem disclosed herein has several aspects. One aspect of the system isconfigured to individually control orientation and total effective areaof each trim deflector, for many purposes. Accordingly, there isdisclosed a transom mounted device and system that can develop forcesthat are not directionally constrained by the shape of the hull and arenot confined to act along the same plane as the motion of the controlsurface.

According to one embodiment, the device and system include a pair of 1degree of freedom (hereinafter “DOF”) asymmetric trim-deflectors (500and 600), shown in FIGS. 5A-5C and 6A-6C. Each trim deflector hasmultiple surfaces (501, 502 and 601, 602) that contact the water atdifferent angles. Referring to FIGS. 5C and 6C, it can be seen thatsurfaces 501 and 601 are positioned such that a certain volume of waterpassing under the flap is deflected to one side (relative to the motionof actuators 503, 603). Trim deflectors 500 and 600 also include atleast one additional surface 502 and 602 that is configurable withrespect to surfaces 501 and 601, respectively. Referring, for example toFIG. 8B, with this trim deflector arrangement, a resultant force can bedeveloped on the marine vessel that is not directed along the same planeas the trim deflector 500, 600 motion as a result of actuation byactuators 503, 603 and that is not normal to the bottom of the hull (thedeep V bottom of the hull). Referring to FIG. 8B, if the deflector isproperly shaped and positioned as illustrated, a force 801, 802 isdeveloped that is strictly in the Z (upward) direction. Similarly, it isto be appreciated that if the trim deflectors 500 and 600 aredifferentially actuated, this arrangement induces a roll force withoutyaw. In addition, referring to FIG. 9B, trim deflectors 901 and 902 aredifferentially actuated so that one (901) is down and the other (902) isup, this arrangement induces a force in the X (transverse) direction 903that produces a yaw force without any roll. Referring to FIGS. 7A and7B, force vectors 701 and 702 are developed by conventional trim-tabswhen they are actuated upward and downward. It is to be appreciated thateach conventional trim-tab will develop a transverse force componentthat is canceled out if they are actuated together; however, if they areactuated differentially, a net transverse force will be applied to thecraft, which will likely induce an unwanted yaw force. Trim-deflectors500 & 600 shown in FIG. 8B has surfaces 501, 502, 601 and 602 (See FIGS.5A-5C and 6A-6C) that can be configured such that the force created byactuating the trim deflector 600 down, as shown in FIG. 8B, will have aminimal transverse force component. It is to be appreciated that withthis embodiment of trim-deflectors 500, 600 each has a simple compoundsurface distribution (2-surfaces for explanation purposes). It is alsoto be appreciated, and will be further described herein, that the trimdeflector arrangement can be further modified to have a plurality ofsurfaces that contact the water at different angles and that can bemoved relative to one another to create a plurality of effectiveorientations and total effective area of the trim deflectors. It shouldalso be appreciated that instead of a trim deflector made up of discreteflat surfaces, an arrangement comprising a single or multiple curvedsurfaces can also be used.

It can be seen that the single DOF trim-deflectors 500, 600 withcompound or curved surfaces, can be used to modify the direction oftrimming forces that are generated by the trim-deflectors; however, theability to fully control the magnitude and direction of the forcesapplied to the marine vessel in real time results in a need for trimdeflectors with multiple degrees of freedom. Referring to FIGS. 10A and10B, according to one embodiment, the multiple degrees of freedom andresulting ability to control the magnitude and direction of the forcevectors is accomplished by providing and controlling two or more 1-DOFtrim deflectors 1001, 1002 on each side of the craft such that they canbe independently controlled so as to be actuated differentially or inunison.

According to another embodiment, a device and system for controlling thecraft includes a trim deflector arrangement with two or more degrees offreedom (DOF). As will be described herein, with this arrangement of amultiple DOF trim deflector, an overall geometry and effective totaldeflective surface of the trim-deflector surface can be more effectivelymodified or controlled. Such a trim deflector device can be controlledto develop forces in a range of directions by independently actuatingthe multiple degrees of freedom. One embodiment of a 2-DOF articulatingtrim-deflector design 1201 is shown in FIGS. 12D-H. This embodiment isan example of one type of transom-mounted trim deflector that has twodegrees of freedom. With this arrangement, surfaces 1212-1216 arepositioned via two independently controlled actuators 1210, 1211.Actuator 1211 controls the up-down motion of the trim deflector in afashion similar to a conventional trim-deflector. Actuator 1210 controlsthe side-to-side motion of the trim-deflector. By controlling bothactuators independently, a net resultant force can be developed suchthat the resultant direction is infinitely varied between two extremes.For example, referring to FIG. 13B, the port (left) trim-deflector 1201shown in FIG. 13B is positioned to create a net transverse (yaw) forceon the marine vessel without inducing a roll moment. Referring now toFIGS. 13C, the port trim-deflector 1201 is positioned differently tocreate a net vertical force on the marine vessel in order to induce aroll moment without inducing a transverse force to the marine vessel.

Referring to FIGS. 12I-12M, another embodiment of a device and systemfor controlling the craft includes a folding trim-deflector arrangement1202 with two degrees of freedom (DOF). This variable geometry trimdeflector can be controlled to achieve similar results to thearticulating trim-deflector 1201 of FIG. 12D, by using two actuators1217 and 1218 to control four linked surfaces 1219-1222. When positioneddifferentially, as illustrated in FIGS. 12L and 12M, the actuators 1217and 1218 will deflect downward the right or left corner of thetrim-deflector. Referring to FIG. 12K, all four plates can be controlledto pivot up or down together around hinged joint 1223 in response tocommon motion of the two actuators 1217 and 1218. By applying acombination of common and differential movements of actuators 1217 and1218, the magnitude and direction of the resultant force on the marinevessel can be controlled. FIG. 14B illustrates how the trim-deflector1202 could be actuated to develop a transverse (yaw) force on the marinevessel without inducing a significant rolling moment to the marinevessel, and FIG. 14C illustrates how the trim-deflector 1202 can beactuated to induce a rolling force on the marine vessel without inducinga significant yawing force on the marine vessel.

According to another embodiment, the trim deflector 1202 can be providedby a flexible plate instead of using crossing hinges. It is to beappreciated that according to this arrangement, similar results can beachieved if a flexible plate were used that is sufficiently flexible totwist in response to the differential motion of the actuators. It shouldalso be appreciated that smart materials such as piezoelectrics or shapememory alloys (SMA) could be used to actuate the surface(s) and/ormeasure the forces or displacements on the surfaces. It should also beappreciated that a trim deflector having more than 2 DOF can be obtainedby providing more than two actuators corresponding to the number ofdegrees of freedom, or positioning the hinges differently so that theydo not cross, or implementing a number of hinged surfaces that more orless correspond to those depicted in the example shown in FIG. 12I. Itis contemplated that one skilled in the art could modify the trimdeflectors using one or more of these structures to implement aplurality of different trim deflectors having varying DOF and varyingconfigurations, and such modifications are considered to be within thescope of this disclosure. Although the examples and figures herein referto vessels fitted with waterjet propulsion units, it is to be understoodthat the devices and system of this disclosure can be used to achievesimilar results with vessels utilizing other forms of propulsion andsteering, such as outdrives (see FIGS. 15A-C and 16A-C), surface drives(steerable and nonsteerable) and conventional propellers with steeringrudders. Thus, for example, referring to FIG. 15B, the port (left)trim-deflector 1201 shown in FIG. 13B can be similarly positioned on amarine vessel equipped with an outdrive to create a net transverse (yaw)force without inducing a roll moment. Similarly, referring to FIG. 15C,the port trim-deflector 1201 is positioned differently to create a netvertical force on the marine vessel equipped with an outdrive in orderto induce a roll moment without inducing a transverse force to themarine vessel. Similarly, referring to FIGS. 16A-16C, by applying acombination of common and differential movements of actuators 1217 and1218, the magnitude and direction of the resultant force on the marinevessel equipped with an outdrive can be controlled. FIG. 16B illustrateshow the trim-deflector 1202 could be actuated to develop a transverse(yaw) force on the marine vessel equipped with an outdrive, withoutinducing a significant rolling moment to the marine vessel, and FIG. 14Cillustrates how the trim-deflector 1202 can be actuated to induce arolling force (or moment) on the marine vessel equipped with anoutdrive, without inducing a significant yawing force on the marinevessel.

It is to be appreciated that with any of the embodiments discussedherein, many types of actuators can be used, such as linear or rotaryhydraulic, electro-hydraulic or electro-mechanical actuators. However,according to aspects of the system, it is contemplated as will bediscussed further herein that if a hydraulic or electro-hydraulicactuator is used, it is possible to measure the steady and dynamicforces of each actuator by using pressure sensors, thereby allowing acontrol system of this system to calculate or estimate the resultantforce in real time.

One embodiment of a control system that can be used for controlling theactuators of both trim deflectors is similar to the control systemdescribed in commonly owned, U.S. Pat. No. 7,641,525 B2, hereinincorporated by reference. For example, the systems described in FIGS.11-17 U.S. Pat. No. 7,641,525 B2 are similar to the systems that can beused to control the multiple DOF him deflectors shown in FIGS. 12D and12I, except instead of controlling the steering nozzles in combinationwith the trim deflectors in order to decouple the forces (as describedin U.S. Pat. No. 7,641,525 B2), a similar end result can be achieved byindividually controlling the two actuators of the multiple DOFtrim-deflector of FIG. 12D and 12I. For example, this patent discloseswith reference to FIGS. 11-17 of U.S. Pat. No. 7,641,525 B2, the varioussystems have four separate actuator outputs: port trim-deflector output,port nozzle output, starboard trim-deflector output, and starboardnozzle output. These four separate outputs can be modified to be outputsfor: port trim-deflector actuator #1, port trim-deflector actuator #2,starboard trim-deflector actuator #1 and starboard trim-deflectoractuator #2 as shown in FIGS. 21-25 of this application. Although thesefour outputs should be sufficient to produce substantially decoupledroll and yaw forces according to the devices and system of thisdisclosure, it is understood that the control system can also includeoutputs for engine RPM, waterjet steering nozzle and reversing bucket(if a waterjet propulsor is installed on the marine vessel) or drivesteering and trim angle (if an outdrive is installed on the marinevessel) or rudder angle.

It is desirable according to one aspect of the systems disclosed herein,to provide separate or integrated control inputs interfaced to acontroller that is configured for commanding the trim, roll and yawforces that are to be applied to craft by the trim-tabs. Referring toFIGS. 17A and 17B, there is illustrated an exemplary two-axis trim/rollcontrol device 1700 that can be, for example, mounted to a controljoystick such that it can be manipulated using one's thumb or mounted,for example, separately on the arm of a chair or console. Operation ofthe device 1700 of FIG. 17A by a user, which is comprised of fourswitches that are integrated into one two-axis device, as integratedwith a controller according to an embodiment of the invention can be, byway of example, as follows: when the device is pushed upward, the devicesignals a desired increase in bow trim to the controller. As long as thedevice is pushed upward, the controller, as described infra, isconfigured to control the trim-deflectors (such as articulating type1201 or folding type 1202) to trim the bow up, provided that there issufficient movement (stroke) available in the actuators. Similarly, ifthe device 1700 is pushed to the right, the device provides a signal tothe controller, which is configured as described infra, to control thetrim-deflectors so that the craft will roll to starboard. As long as thedevice is pushed to the right, the craft will continue to roll tostarboard provided that there is sufficient movement (stroke) availablein the actuators. Trimming the bow down and rolling the vessel to portcan be accomplished with similar but opposite motions down with thecontrol device, so that the control device provides a signal to thecontroller, as described infra, which is configured to control thetrim-deflectors so that the craft will effect such movements. A similarcontrol device, that can be used in combination with the controllerconfigured as described herein, is described in U.S. Pat. No. 7,641,525B2 to control waterjets in combination with trim-deflectors orinterceptors, and the device and description are herein incorporated byreference. It is to be appreciate that for the devices and systems ofthis disclosure for achieving substantial decoupling of the roll and yawforces applied to a marine vessel, it is not necessary with certaindevices and systems of this disclosure to account or provide for thecontrol of the other devices on the marine vessel such as waterjets orsteerable propellers, though it is appreciated that such control devicesand corresponding controllers are provided for a marine vessel, becausethe trim-deflectors 1201 and 1202 and corresponding controller system asdisclosed herein have 2 degrees of freedom and are able to substantiallydecouple the roll and yaw forces without the need for additionalpropulsion device or force effectors.

Trim/roll controller 1700 controls the trim-tab positions incrementallysuch that the bow will move up, down, left or right as long as thecontroller is actuated. It is also possible to control thetrim-deflectors in an absolute fashion where the trim-tab positionscorrespond directly to the positions of a control device. An example ofan absolute type of control device is panel 1701 illustrated in FIG. 17Bwhere trim and roll force adjustments are made by adjusting the absolutepositions of trim and roll knobs 1702 and 1703. According to any of theembodiments of the trim deflectors and systems disclosed herein, thecontroller device can be configured so that moving trim knob 1702clockwise will trim the bow upward and a moving the trim knobcounterclockwise movement will trim the bow downward. Similarly, thecontroller device can be configured so that moving Roll Knob 1703clockwise will roll the craft to starboard and a counterclockwiserotation of Roll Knob 1703 will roll the craft in the counterclockwisedirection. In contrast to the incremental approach that control device1700 in combination with a configured controller uses to apply forces,the forces created by panel 1701 in combination with a configuredcontroller are proportional to the positions of trim and roll knobs 1702and 1703 respectively.

It is to be appreciated that the two-axis trim/roll control device 1700shown in FIG. 17A is one of many types of incremental control devices asknown in the art that an operator can use to command different levels oftrim and rolling forces to be applied to the craft, and that accordingto one aspect of the embodiments of trim deflectors and systemsdisclosed herein, any control device that allows these command movementsby an operator can be used with the configured controller as disclosedherein. For example, although the two-axis device 1700 shown in FIG. 17Ais comprised of switches, other trim/roll controllers utilize variableoutput transducers or potentiometers and can also be used with the anyembodiment of the devices and systems disclosed herein. Other examplesof trim/roll controls that can be used with any of the embodiments ofthe devices and systems disclosed herein include individual devices forroll and trim or four separate devices for Bow Up, Bow Down, Roll Portand Roll Starboard such as, for example, four switches arranged in adiamond pattern. Similarly, control panel 1701 is one of many possibletypes of absolute or proportional control input devices that can be usedwith any of the embodiments of the devices and systems disclosed herein.For example, individual knobs 1702 and 1703 can be replaced with othertypes of proportional devices or combined into a single multi-axisproportional device.

Referring to FIGS. 18A, 18B and 18C, there are illustrated differentviews of the folding type 2-DOF trim-deflector of FIG. 12I, in the flatretracted (level with hull bottom) position. Referring to FIGS. 18D, 18Eand 18F, there are illustrated different views of the same 2-DOFtrim-tab deployed with in one exemplary configuration by a compoundactuation with actuators 1217, 1218, where actuator 1217 is extended toan intermediate position and actuator 1218 is extended further thanactuator 1217 such that all deflector surfaces of the trim deflector arerotated downward and surfaces 1221 and 1222 of the deflector are furtherdeflected in the down position.

Referring to FIG. 19, so as to provide context as to the related art, asystem diagram depicts the necessary control components for controllingthe trim-tab/waterjet system shown in FIG. 3 of the related art, and theinterceptor/waterjet system illustrated in FIGS. 4A and 4B. The helmunit 1901 (or tiller) and Trim/Roll panel 1701 (or trim/roll controller1700) provide inputs to the Control Unit 1902. The control unit receivesthese inputs, inputs to sense the position of the trim-tab actuators1911 and 1914 via feedback sensors 1907 and 1910, and inputs fromsteering nozzle actuators 1912 and 1913 via feedback sensors 1908 and1909. The control unit 1902 provides corresponding outputs to controltrim-tab actuators 1911 and 1914 by modulating electro-hydraulicproportional valves 1903 and 1906 respectively. Similarly control unit1902 provides corresponding outputs to control steering nozzle actuators1912 and 1913 by modulating proportional valves 1904 and 1905.

Referring to FIG. 20, a system diagram illustrates control componentsaccording to embodiments of this disclosure for controlling the folding2 DOF trim-tab device as illustrated, for example, in FIGS. 12I-12M andsystem as illustrated in FIGS. 14 and 16. The helm unit 1901 (or tiller)and Trim/Roll panel 1701 (or trim/roll controller 1700) provide inputsto the Control Unit 1902 that correspond to their respective positions.The control unit receives the inputs from helm unit 103 (or tiller) andTrim/Roll panel 1701, inputs to sense the position of the port trim-tabactuators 1403 and 1404 via feedback sensors 2007 and 2008, and inputsto sense the position of the starboard trim tab actuators 1405 and 1406via feedback sensors 2009 and 2010. The control unit 1902 is configuredas described herein to control the port trim-tab actuators 1403 and 1404in response to receipt of these inputs by modulating electro-hydraulicproportional valves 2003 and 2004 respectively. Similarly control unit1902 is configured as described herein to control the starboard trim-tabactuators 1405 and 1406 in response to receipt of these inputs bymodulating proportional valves 2005 and 2006.

Additionally, according to aspects of this the devices and systems ofthis disclosure, it may be advantageous to estimate the magnitude anddirection of the forces created by the trim-deflectors to sense theactual forces provided by the actuators. One way to accomplish this isto install pressure sensors in the actuator hydraulic lines. In thiscase, the forces developed by actuators 1403 & 1404 are sensed bypressure transducers 2015 and 2016 respectively and the pressure (orforce) information is sent to the control unit. Similarly, the forcesdeveloped by actuators 1405 and 1406 are sensed by pressure transducers2017 & 2018 and the pressure (or force) information is also sent to thecontrol unit for processing. FIG. 20 only shows pressure transducersinstalled in the hydraulic lines that correspond to the down position ofthe actuators because that is the direction where the majority of theforces will be developed. It is also possible and an aspect ofembodiments of this disclosure to install pressure transducers in bothhydraulic lines to each actuator. According to other embodiments, analternative to installing pressure transducers in the hydraulic lines isto use load cells with an electrical output that corresponds tomechanical pressure. According to other embodiments, ifelectromechanical actuators are used, the force feedback can bedetermined by sensing the current required to position the actuators, orin the case of piezoelectrics devices, the voltage required to maintainposition could be used. The general idea is to use force feedback (bysensing pressure, current, voltage, etc.) to assist in determining theforce magnitude and direction applied by the trim-tab in real time.

According to another embodiment of the devices and system of thisdisclosure, the system that is used to control the articulatingtrim-deflector as illustrated in FIGS. 12D-12H, and provide the systemsas shown in FIGS. 13 and 15, would be similar to the system described inFIG. 20, except that the folding type of trim-deflectors 1401 and 1402would be replaced with the articulating type of trim-deflectors 1301 and1302 and actuators 1403, 1404, 1405 & 1406 will be replaced withactuators 1303, 1304, 1305 & 1306. It is to be understood thatcontroller 1902 can be configured to control articulatingtrim-deflectors 1201 and corresponding actuators 1303-1306, byimplementing software in control unit 1902 to accomplish the controllerfunctions disclosed herein.

The feedback sensors 2007, 2008, 2009 and 2010 provide the control unit1902 with position information of each trim-tab and its individualsurfaces. For any of the embodiments disclosed herein, this can beaccomplished for the articulating trim-tab 1201 or the folding trim-tab1202 disclosed herein, by mounting the sensors (e.g., linearpotentiometers) internal to the actuators so that the control unit issensing the actuator position, or the sensors can be mounted directly tothe trim-tab (e.g. rotary sensors mounted to the hinges or pivot points)so the control unit is sensing actuator surface positions. A widevariety of displacement sensors can be used such as, for example,potentiometers, Hall Effect and magnetostrictive sensors. For any of theembodiments disclosed herein, it is also possible to mount more than twosensors per trim-tab.

Similar to the trim/roll controls, yaw forces can be commanded using aseparate device such as a helm 103 (See FIGS. 19, 20 and 24) or a tiller(single transverse axis steering stick used in place of a helm) incombination with any of the embodiments of the configured controller1902 disclosed herein. In most cases, turning of the helm willcorrespond to commanded yawing forces. However, in many high speedcraft, it is desirable to also induce a rolling moment while turning.Some problems with high-speed craft that do not roll properly in ahigh-speed turn are, for example, slipping in the water andspinning-out. Also a craft that is dynamically unstable may rolloutboard in a turn if there is too little induced roll or lose sight ofthe horizon in a turn if there is too much induced roll. It isappreciated that an optimum amount of rolling moment while turning to becommanded by the controller depends on several factors such as hullshape, weight distribution, desired turning radius and speed of thevessel. Too much or too little roll may make the craft difficult tocontrol in a turn or uncomfortable for the passengers. Accordingly, inmany cases, it is advantages according to one aspect of this disclosureto calculate and induce a certain amount of roll in a turn using aconfigured turning control module 169, as illustrated in FIG. 24.

It is appreciated according to some embodiments, that due to the adverseeffect of backpressure on the water flow through a waterjet, it isconsiderably more efficient to develop steering forces for smallsteering corrections of a vessel using trim deflectors or interceptorsin lieu of waterjet nozzles. For example, it is appreciated according tosome embodiments of the invention that when making small correctionssuch as those desired to maintain a steady course or to counter winddisturbances, a sufficient amount of yawing force can be developed withthe trim-deflectors. Some advantages of this embodiment are thatconsiderable increases in overall speed or decreases in fuel consumptioncan be realized when operating this way. The system and devicesdescribed herein have a further advantage over the system described inpatent U.S. Pat. No. 7,641,525 B2 because 2-DOF trim-deflectors such as1201 and 1202 (FIGS. 12D & 12I) can be deployed while inducing no ornegligible yaw forces whereas the single DOF trim-deflectors describedin patent U.S. Pat. No. 7,641,525 B2 produce varying amounts of roll andmay require actuation of the steering nozzles to cancel the undesiredroll. If the waterjet positioning is not favorable in the system ofpatent U.S. Pat. No. 7,641,525 B2 it is also possible that the undesiredroll cannot be canceled out even with the use of the steering nozzles.

Referring now to FIG. 21A, there is illustrated one embodiment of a yawcontroller 116A, based on the folding 2-DOF trim tab 1202 shown in FIG.12I, according to the invention, which receives a yaw command 120 fromthe Helm 103. The yaw command 120 is fed as an input signal to fourseparate function modules, one for each trim tab actuator depicted inFIG. 20. Function modules 124A, 125A, 126A and 127A shown in FIG. 21Acompute the appropriate position commands for actuators 1403, 1404, 1405and 1406, respectively. Taking the example maneuver shown in FIGS. 14Band 16B, a yaw command to port will cause actuators 1404 and 1406 toextend outward (relative to the fully-retracted position), therebycausing the inboard surfaces of the Port trim tab and the outboardsurfaces of the Starboard trim tab to deflect downward, respectively.The Port actuator #2 displacement module 125A will develop an outputsignal 129A that directs the inboard surfaces 1220 and 1221 of the Porttrim tab in the downward direction relative to surfaces 1219 and 1222,while the Starboard actuator #2 displacement module 127A will develop anoutput signal 131A that directs the outboard surfaces 1220 and 1221 ofthe Starboard trim tab in the downward direction relative to surfaces1219 and 1222. It is to be appreciated that the movements of trim tabsas illustrated in FIGS. 14B and 16B are by way of example only toillustrate how the trim tab surfaces can be directed by these controlmodules to move in combination to affect a net yaw force with little orno rolling forces.

Referring now to FIG. 21B, there is illustrated one embodiment of a yawcontroller 116B, based on the articulating 2-DOF trim tab 1201 shown inFIG. 12D, According to the invention, which receives a yaw command 120from the Helm 103. The yaw command 120 is fed as an input signal to fourseparate function modules, one for each trim tab actuator. Functionmodules 124B, 125B, 126B and 127B shown in FIG. 21B compute theappropriate position commands for actuators 1304, 1303, 1306 and 1305,respectively. Taking the example maneuver shown in FIGS. 13B and 15B, ayaw command to port will cause the Port trim tab actuators 1303 and 1304to move; specifically, actuator 1303 will retract relative to itscentral position, thereby causing the water flow to deflect outboard andupward, resulting in a force directed inboard and downward. While theinboard-directed force produces the desired yaw to port, the downwardforce is substantially cancelled by the upward force produced as aresult of actuator 1304 being extended so as to direct surface 1212downward. The Port actuator #1 displacement module 124B will develop anoutput signal 128B that causes movement of actuator 1304, producingdownward movement of surface 1212 of the Port trim tab. The Portactuator #2 displacement module 125B will develop an output signal 129Bthat causes movement of actuator 1303, producing rotation of surfaces1213 and 1216 of the Port trim tab. accordingly. It is to be appreciatedthat the movements of steering nozzles and trim tabs as illustrated inFIGS. 13B and 15B are by way of example only to illustrate how the trimtab surfaces can be directed by these control modules to move incombination to affect a net yaw force with little or no rolling forces.

Referring now to FIG. 22A, there is illustrated one embodiment of a rollcontroller 117A, based on the folding 2-DOF trim tab 1202 shown in FIG.12I, according to the invention. Controller 117A receives a roll command121 from the Trim/Roll controller 1700, and in turn the roll command 121is fed as an input signal to four separate function modules, one foreach trim tab actuator depicted in FIG. 20. Function modules 132A, 133A,134A and 135A shown in FIG. 22A compute the appropriate positioncommands for actuators 1403, 1404, 1405 and 1406, respectively. Takingby way of example, the maneuver shown in FIGS. 14C and 16C, a rollcommand to starboard (clockwise looking forward) will correspond to thePort trim-tab deflecting the outboard surfaces 1219 and 1222 downwardand pivoting all four surfaces about hinge 1223. This will beaccomplished by port actuator displacement module 133A moving the portinboard actuator 1404 in the out direction and by port actuatordisplacement module 132A moving the port outboard actuator 1403A in theout direction at a higher rate than that of actuator 1404. In addition,the starboard actuator displacement module 134A causes actuator 1405 tomove the inboard surfaces 1219 and 1222 of the starboard trim tabdownward, thereby creating a force to counteract the yaw-inducing forcegenerated by the port trim tab. It is to be appreciated that themovements of trim-tab actuators as illustrated in FIGS. 14C and 16C andas directed by the function modules of FIG. 22A are by way of exampleonly to illustrate how the trim-tab surfaces can be moved in combinationto effect a net rolling force on the vessel 310 with little orsubstantially no yawing forces, and that other forces such as a rollingforce on the vessel in counter clockwise direction with little orsubstantially no yawing can also be created by the appropriate actuationof the trim tab surfaces. It is also to be appreciated that the rollcommand 121 can originate from a roll control device (examples are 1700or 1701) only and not include a component from the helm such as whatmight be implemented in a ride control system that is completelyindependent of the steering system. In the system described in FIG. 24,the control logic would be similar except that yaw command would be zerocorresponding to no yaw command (induced by the trim-tabs) and rollmodule 117A will receive an input from only the trim/roll control device(1700 or 1701). Similarly, if the ride control system described in FIG.25 did not include helm inputs, roll command signal 121 would comedirectly from the trim/roll control device (1700 or 1701) and the yawcommand signal 120 would correspond to no net yaw induced to the craftby the trim-tabs.

Referring now to FIG. 22B, there is illustrated one embodiment of a rollcontroller 117B, based on the articulating 2-DOF trim tab 1201 shown inFIG. 12D, according to the invention. Controller 117B receives a rollcommand 121 from the Trim/Roll controller 1700, and in turn the rollcommand 121 is fed as an input signal to four separate function modules,one for each trim tab actuator depicted in FIG. 20. Function modules132B, 133B, 134B and 135B shown in FIG. 22B compute the appropriateposition commands for actuators 1304, 1303, 1306 and 1305, respectively.Taking by way of example, the maneuver shown in FIGS. 13C and 15C, aroll command to starboard (clockwise looking forward) will correspond tothe Port trim-tab actuators 1303 and 1304 to move; specifically,actuator 1304 will extend so as to direct surface 1212 downward,resulting in a force directed upward and inboard. While theupward-directed force produces the desired clockwise roll moment, theinboard force is substantially cancelled by the outboard force generatedas a result of actuator 1303 being extended so as to cause rotation ofsurfaces 1213 and 1216 of the Port trim tab to produce an inboard anddownward deflection of the water flow. The movements of actuators 1303and 1304 are controlled by actuator displacement modules 132B and 133B,respectively. It is to be appreciated that the movements of trim-tabactuators as illustrated in FIGS. 13C and 15C and as directed by thefunction modules of FIG. 22B are by way of example only to illustratehow the trim-tab surfaces can be moved in combination to effect a netrolling force on the vessel 310 with little or substantially no yawingforces, and that other forces such as a rolling force on the vessel incounter clockwise direction with little or substantially no yawing canalso be created by the appropriate actuation of the trim tab surfaces.It is also to be appreciated that the roll command 121 can originatefrom a roll control device (examples are 1700 or 1701) only and notinclude a component from the helm such as what might be implemented in aride control system that is completely independent of the steeringsystem. In the system described in FIG. 24, the control logic would besimilar except that yaw command would be zero corresponding to no yawcommand (induced by the trim-tabs) and roll module 117B will receive aninput from only the trim/roll control device (1700 or 1701). Similarly,if the ride control system described in FIG. 25 did not include helminputs, roll command signal 121 would come directly from the trim/rollcontrol device (1700 or 1701) and the yaw command signal 120 wouldcorrespond to no net yaw induced to the craft by the trim-tabs.

Referring now to FIG. 23A, there is illustrated one embodiment of a trimcontrol module 118A, based on the folding 2-DOF trim tab 1202 shown inFIG. 12I, according to the invention. Controller 118A receives a trimcommand 122 and in turn the trim command 122 is fed as an input signalto four separate function modules, one for each trim tab actuatordepicted in FIG. 20. Function modules 140A, 141A, 142A and 143A shown inFIG. 23A compute the appropriate position commands for actuators 1403,1404, 1405 and 1406, respectively. A bow-down maneuver will correspondto port actuator #1 command signal 144A, port actuator #2 command signal145A, starboard actuator #1 command signal 146A and starboard actuator#2 command signal 147A all moved outward approximately the same amount,creating a net upward force at the transom.

Referring now to FIG. 23B, there is illustrated one embodiment of a trimcontrol module 118B, based on the articulating 2-DOF trim tab 1201 shownin FIG. 12D, according to the invention. Controller 118B receives a trimcommand 122 and in turn the trim command 122 is fed as an input signalto four separate function modules, one for each trim tab actuator.

Function modules 140B, 141B, 142B and 143B shown in FIG. 23B compute theappropriate position commands for actuators 1304, 1303, 1306 and 1305,respectively. A bow-down maneuver is achieved by extending actuators1304 and 1306 by approximately the same amount, which corresponds toport actuator #1 command signal 144B and starboard actuator #1 commandsignal 146B. If desired, the magnitude of the trim moment can beincreased by splaying the U-shaped trim-tab components inward, which isaccomplished by extending actuator 1303 (port unit) and retractingactuator 1305 (starboard unit); this option corresponds to the dashedlines shown for displacement modules 141B and 143B shown in FIG. 23B.

Referring now to FIG. 24, there is illustrated one embodiment of asteady state control system that can be used with the devices andsystems disclosed herein. The control system integrates the threedecoupled force control modules discussed above with respect to FIGS.21-23, such that one set of control apparatus (e.g., helm controller 103& trim/roll controller 1700) will allow the craft operator toindependently command one, two or all three of the decoupled forces(trim, roll, yaw) on the vessel, without the individual forcessignificantly effecting each other. For the embodiment of the controlsystem as shown in FIG. 24, trim, roll and yaw forces are applied to thecraft and are controlled by the helm controller (steering wheel) 103 andtwo-axis trim/roll controller 1700 (or 1701). A helm turn command signal110 provided by the helm controller (steering wheel) 103 typicallyrelates to course corrections or turning the craft that is desired. Itis appreciated that according to any of the embodiments of the trimdeflector devices and control system disclosed herein, it is alsodesirable to apply a rolling force to the vessel when implementing aturning maneuver, as it is easier and safer to execute a turn if thecraft is rolling in the direction of the turn (e.g., roll to port whenturning to port). It is appreciated that the amount of rolling forcethat should be provided to the vessel depends on factors such as hullshape, weight distribution (vertical center of gravity {VCG}), desiredturning radius and vessel speed. According to some embodiments of thecontrol system of the system as illustrated in FIG. 24, it isadvantageous to provide a control module 169 that is configured todetermine an amount of yaw and roll forces to be provided to the vesselin a turn.

It may also be desirable to use the output signal of the helm to controlsteering devices such as steering nozzles, rudders and steering angle ofthe propeller in addition to and in combination with thetrim-deflectors. These devices can be controlled by additional actuatoroutput signals of the system described herein or by a separate systemthat uses a command signal from the same helm unit.

Referring now to FIG. 25, there is illustrated another embodiment of acontrol system to be used with any of the embodiments of the devices andsystems disclosed herein. This embodiment of the control system alsoincludes an active ride control system 191, which provides for actualcraft motion to be sensed and the yaw command signal 120, roll commandsignal 121, and trim command signal 122, as to be modified in real timein response to the actual craft motion. It is to be appreciated that theembodiment of the control system illustrated in FIG. 25 comprises thesame decoupled force modules 116, 117, 118 and summing modules 168, 170,171, 172, 173 as the system illustrated in FIG. 24, and that for thesake of brevity the description of these modules will not be repeated.One additional feature that is provided by the control system of FIG.25, however, is that the active force control modules 194, 195, 196receive real-time speed and position data from devices on the craft andadjust (correct) the yaw 120, roll 121, and trim 122 command signals tocompensate for differences between the actual craft response and thecommanded (desired) craft response.

Another advantage of the control system of FIG. 25 is that the ridecontrol module device 191 will effectively respond to and compensate foroutside disturbances such as wind and waves that will affect the craftmotion. For example, it is illustrative to compare the operation of thecontrol system of FIG. 24, without the active ride control module, tothe control system of FIG. 25 with the active ride control module. Byway of example, let's take the roll command signal 121, which maycorrespond to a zero roll force value (i.e., there is no roll forcerequirement to achieve the desired craft orientation). If the craft wereto roll to port in response to an influence external to the controlsystem such as a wave or wind gust, the embodiment of the control systemillustrated in FIG. 24 would need the operator of the system to push thetrim/roll controller 1700 in the starboard direction (or rotate rollknob 1703 clockwise) to compensate for the external disturbance force,if it is to be compensated for, which would result in the control systemissuing the position control signal to move the port trim tab 1401downward while bending the two outer surfaces 1219 & 1222 furtherdownward. In contrast, the system illustrated in FIG. 25, will sense theroll movement of the vessel, for example, via a roll or incline sensorand forward the roll position signal 180 to the active roll controlmodule 195. The active roll control module 195 will then modify the rollcommand signal 121 to include a starboard roll force to counter the portcraft roll due to the external wind/wave disturbance and forward thecorrected roll command signal 193 to the decoupled roll module 117. Itis to be appreciated that the operation of the system of FIG. 25 hasbeen described by way of example to an external rolling force operatingon the vessel, which is corrected by the system and the system will worksimilarly to provide yaw and trim corrections for external yaw andtrimming forces induced to the vessel.

It should be appreciated that the concept described herein, inparticular, individually controlling multiple surfaces of trimdeflectors to induce desired trimming, yawing and rolling forces to avessel, as well as to mitigate undesired trimming, yawing and rollingforces, can also be used with other types of vessel propulsion systemssuch as outboard motors, inboard/outboard drives, stern drives,including single and dual-propeller type drives, as well as surface(e.g., Arneson) drives. It is to be appreciated that the shape andcurves of each of the control modules are shown by way of example, andthat the shape of the curves and locations of key operating points ofthese various modules as described herein can change based on thespecifics of the application, such as, the shape and size of the hull,speed of the vessel, and various other parameters of the application inwhich the system and method of the invention are to be used.

According to another aspect of the invention, it should be appreciatedthat the shape of the trim deflectors can be modified, e.g. optimized,to vary and optimize performance of the herein described forces providedto the vessel. Having now described some illustrative embodiments of theinvention, it should be apparent to those skilled in the art that theforegoing is merely illustrative and not limiting, having been presentedby way of example only. Numerous modifications and other illustrativeembodiments are within the scope of one of ordinary skill in the art andare contemplated as falling within the scope of the invention. Inparticular, although many of the examples presented herein involvespecific combinations of acts or system elements, it should beunderstood that those acts and those elements may be combined in otherways to accomplish the same objectives. Acts, elements and featuresdiscussed only in connection with one embodiment are not intended to beexcluded from a similar role in other embodiments.

It should also be appreciated that the use of ordinal terms such as“first”, “second”, “third”, etc., in the claims to modify a claimelement does not by itself connote any priority, precedence, or order ofone claim element over another or the temporal order in which acts of amethod are performed, but are used merely as labels to distinguish oneclaim element having a certain name from another element having a samename.

1. A trim deflector for a marine vessel, the trim deflector comprising:at least one surface configured to be attached to the marine vessel andcontrollably moved relative to the marine vessel along at least twodegrees of freedom, wherein the at least one surface is configured togenerate forces in different directions when the at least one surface isat different positions along the at least two degrees of freedom.
 2. Thetrim deflector of claim 1, wherein the at least one surface is coupledto at least one actuator configured to controllably move the at leastone surface along at least one of the at least two degrees of freedom.3. The trim deflector of claim 1, wherein: the at least one surfacecomprises a first surface and a second surface coupled to the firstsurface; and when the at least one surface is at a first position alongthe at least two degrees of freedom, the first surface is configured togenerate a first force in a first direction and the second surface isconfigured to generate a second force in a second direction differentfrom the first direction.
 4. The trim deflector of claim 1, wherein theat least two degrees of freedom comprises a first degree of freedom anda second degree of freedom, wherein the at least one surface is coupledto a first actuator and a second actuator configured to controllablymove the at least one surface relative to the marine vessel along the atleast two degrees of freedom, and wherein the at least one surfacecomprises: a first surface configured to be controllably moved at leastin part by the first actuator along the first degree of freedom; and asecond surface configured to be controllably moved at least in part bythe second actuator along the second degree of freedom.
 5. The trimdeflector of claim 4, wherein the second surface is not coupled to thefirst surface.
 6. The trim deflector of claim 5, wherein: the at leastone surface further comprises: a third surface coupled to the firstsurface, and a fourth surface coupled to the second surface; and thefirst and third surfaces are configured to be moved independently of thesecond and fourth surfaces.
 7. The trim deflector of claim 4, whereinthe second surface is movably coupled to the first surface via a firstjoint, wherein an axis direction of the first joint is at a firstdiagonal relative to a transverse axis of the marine vessel.
 8. The trimdeflector of claim 7, wherein the at least one surface further comprisesa third surface movably coupled to the first surface via a second joint,wherein an axis direction of the second joint is at a second diagonalrelative the transverse axis of the marine vessel, wherein the seconddiagonal is different from the first diagonal.
 9. The trim deflector ofclaim 4, wherein the second surface is coupled to the first surface at afirst non-zero angle with respect to the first surface, and wherein thefirst and second surfaces are configured to be moved by the firstactuator along the first degree of freedom and by the second actuatoralong the second degree of freedom.
 10. The trim deflector of claim 1,wherein each surface of the at least one surface is on a port side ofthe marine vessel.
 11. A control system for a marine vessel, the controlsystem comprising: a trim deflector, comprising: at least one surfaceconfigured to be attached to the marine vessel and controllably movedrelative to the marine vessel along at least two degrees of freedom; andat least one controller configured to: position the at least one surfaceat different positions along the at least two degrees of freedom,thereby controllably generating forces in different directions.
 12. Thecontrol system of claim 11, wherein the at least one surface is coupledto at least one actuator configured to controllably move the at leastone surface along at least one of the at least two degrees of freedom,the control system further comprising the at least one actuator.
 13. Thecontrol system of claim 11, wherein: the at least one surface comprisesa first surface and a second surface coupled to the first surface; andwhen the at least one controller positions the at least one surface at afirst position along the at least two degrees of freedom, the firstsurface generates a first force in a first direction and the secondsurface generates a second force in a second direction different fromthe first direction.
 14. The control system of claim 11, wherein the atleast two degrees of freedom comprises a first degree of freedom and asecond degree of freedom, wherein the at least one surface is coupled toa first actuator and a second actuator configured to controllably movethe at least one surface relative to the marine vessel along the atleast two degrees of freedom, and wherein the at least one surfacecomprises: a first surface configured to be controllably moved at leastin part by the first actuator along the first degree of freedom; and asecond surface configured to be controllably moved at least in part bythe second actuator along the second degree of freedom.
 15. The controlsystem of claim 14, wherein the second surface is not coupled to thefirst surface.
 16. The control system of claim 14, wherein the secondsurface is movably coupled to the first surface via a first joint,wherein an axis direction of the first joint is at a first diagonalrelative to a transverse axis of the marine vessel.
 17. The controlsystem of claim 14, wherein the second surface is coupled to the firstsurface at a first non-zero angle with respect to the first surface, andwherein the first and second surfaces are configured to be moved by thefirst actuator along the first degree of freedom and by the secondactuator along the second degree of freedom.
 18. A method forcontrolling a marine vessel using a trim deflector, the trim deflectorcomprising at least one surface configured to be attached to the marinevessel and controllably moved relative to the marine vessel along atleast two degrees of freedom, the method comprising: positioning the atleast one surface at different positions along the at least two degreesof freedom, thereby controllably generating forces in differentdirections.
 19. The method of claim 18, wherein the at least one surfaceis coupled to at least one actuator, and wherein the positioningcomprises: actuating the at least one actuator to controllably move theat least one surface along at least one of the at least two degrees offreedom.
 20. The method of claim 18, wherein the at least two degrees offreedom comprises a first degree of freedom and a second degree offreedom, wherein the at least one surface is coupled to a first actuatorand a second actuator configured to controllably move the at least onesurface relative to the marine vessel along the at least two degrees offreedom, wherein the at least one surface comprises a first surface anda second surface, and wherein the positioning comprises: controllablymoving the first surface along the first degree of freedom at least inpart by using the first actuator; and controllably moving the secondsurface along the second degree of freedom at least in part by using thesecond actuator.